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Aviation History
1959
1959 - 1255.PDF
A study in Blackburn fighter evolution: left to right, Uncock I, Uncock III, Turcock Bluebird IV The fourth mark of Bluebird was a completeredesign in metal. The type was first described in Flight of January 17, 1929, and the first machine flew in March of that year.During that same month—before the machine had completed its full trials—S/L. L. H. Slatter flew it from London to SouthAfrica on a holiday flight. In the winter of the following year, in another Mk IV, the Hon. Mrs. Victor Bruce achieved the longestsolo flight that had at that time been attempted. She travelled from England to Japan and across the United States. The Bluebird IV's engine was a Cirrus III, but later modelshad the D.H. Gipsy I or Gipsy II. Span, 30ft; length, 23ft 2in; weight empty, 1,070 lb; grossweight, 1,750 lb; max. speed, 100 m.p.h.; cruising speed, 85 m.p.h.; landing speed, 44 m.p.h.; range, 360 miles. (Figures are for Gipsy Iengine.) Lincock I The Lincock was the Folland Gnat of its day—a light fighter of low power but with notable performance and handling characteristics. The first machine, the Lincock I, wasof wooden construction and powered with an Armstrong Siddeley Lynx IV direct-drive engine. It was first shown to the press(together with the Ripon II prototype) on the occasion of a facility at Brough, reported in Flight of May 24, 1928. The lower wingwas carried on N struts beneath the fuselage, and the top wing was roughly in line with the pilot's eyes. The original Lincock was eventually purchased by the AirMinistry and was shown in the New Types Park at Hendon in 1930 in place of the Mk II metal machine which had been dam-aged. An official document of 1928 lists the Lincock as a fleet fighter with a Lynx S (supercharged) engine. At about the timeit participated in the King's Cup Race of 1928 the aircraft was fitted with "helmets" over its cylinders but these were laterremoved. Lincock II This all-metal redesigned Lincock was shown atOlympia in 1929. Apart from its construction it differed from the original machine in having the fuselage/lower wing junctionfaired in and in being fitted with a split-axle undercarriage. The Lynx engine was a geared model driving a two-blade Faireypropeller. Flight described the Lincock II in these terms: — "The fuselage is made in three detachable units—engine mounting,centre portion, and rear fuselage. The engine mounting is built up from duralumin plate, while the fuselage consists of four steel-tubelongerons with rigid steel-tube bracing. The bracing strut joints are fixed with bolts through the longerons and tubular rivets through thestruts. The wings are also of all-metal construction with spars built up from high-tension steel strip sections and duralumin ribs." Span, 22ft 6in; length, 19ft 6in; top speed, over 150 m.p.h. Lincock III A further development of the metal Lincock, of which two examples were delivered to China and two to Japan. The undercarriage was of cross-axle type, and alternative engines were the Armstrong Siddeley Lynx IVc or Lynx Major. Blackcock A projected single-seat fighter with a Rolls-Royce F(later Kestrel) engine. Turcock In some respects related to the Lincock, althoughlater and larger, this single-seat fighter was of all-metal con- struction. It was ordered by the Turkish government, hence itsname. The engine was an Armstrong Siddeley Jaguar. Iris I This majestic-looking military flying-boat was built in 1926. The hull was of wood, with a deep V bottom, and tne wing cellule of wood and metal. Flight commented in these terms: "Fitted with three Rolls-Royce 'Condor' engines c, 650 h.p. each, this huge craft is capable of long-range work over sea with almost certain immunity from forced descent, owing to the fact that it is capable of sustained flight with two engines only in action, and of comparatively long distance with fpradual loss of height with one engine only." Scarff gun mountings were fitted in the bow and aft of thewings, and provision was made for an under-wing bomb load. Span, 95ft; max. speed, 115 m.p.h.; gross weght, 27,000 lb. Iris II This was the Iris I rebuilt with a metal hull and stillfitted, like its predecessor, with Rolls-Royce Condor IIIA engines. The aircraft was built in 1927 and during that year was used asflagship for the Baltic cruise by British flying-boats, carrying Sir Samuel Hoare, the Air Minster. Flight reported in February1928 that the boat was then undergoing Felixstowe trials and that it had successfully taken off with an overload of 7,000 lb. Span 95ft 6in; wing area 2,460 sq ft; empty weight, 17,350 lb;gross weight, 27,000 lb; max. speed, 103 kt; cruising speed, 80 kt; landing speed 50 kt. Iris III This mark of Iris was the first to be ordered forR.A.F. equipment. It had all-metal wings as well as a metal hull, and the engines were Condor IIIBs with radiators mountedfurther aft than formerly. In addition to the three main tanks under the top wing provision was made for two overload tanksunder the bottom wings. In its original form the Iris III had a poor take-off and a tendency to porpoise which had not beenpresent in the Iris II. To improve hydrodynamic qualities the rear step was extended and later a third step was fitted betweenthe main and rear steps. The gross weight was raised to 29,380 lb. Iris IV The Iris IV was the original Iris II fitted with threeArmstrong Siddeley Leopard 14-cylinder, two-row, air-cooled engines, the centre one being mounted as a pusher. Iris V This Iris was re-engined with Rolls-Royce BuzzardIIMSs, and the first machine was launched in March 1932. Iris Ills were converted to the same standard. The nacelle/radia-tor combinations were of much cleaner design than formerly, and were carried on single-strut mountings. The central enginelikewise had a new type of mounting. The new engines and cleaner design conferred a considerably higher performance, thetop speed being 129 m.p.h. Gross weight was over 31,000 lb. Iris VI (Perth) An Air Ministry Order of 1932 gave noticethat the Iris VI was under construction. The engines were Buzzards and the aircraft had increased fuel capacity and a hullof increased buoyancy. The differences were, in fact, so extensive that the aircraft was eventually given the name Perth. Perth The first of this much improved type of Iris waslaunched late in 1932. Particularly notable was the heavy arma- ment carried—a 37 mm COW gun mounted in the nose and firinglj-pounder shells at the rate of 100 a minute, and a Lewis gun on a Scarff mounting in the extreme stern. The midships gunposition was retained. As in earner boats of the series the crew numbered five, but the pilots were now enclosed. Span, 97ft; length 70ft; empty weight, 20,927 lb; gross weight,32,500 lb; max. speed, 115 kt; cruising speed, 95 kt; service ceiling, 11,500ft; normal range, 870 n.m.; max. range, 1,500 n.m. Perth with Culverins During 1937 a Perth was fitted experi- mentally with three Napier Culverin (Junkers Jumo licence) compression-ignition engines driving four-blade propellers. Beagle The Beagle was designed as a high-altitude daybomber with the alternative role of coast defence torpedo carrier. It was of composite construction and had a Jupiter VIII (later A comparison be- tween the Iris I (ex- treme left) and Perth flying-boats
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